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Publication number
JP6637811B2
JP6637811B2 JP2016067854A JP2016067854A JP6637811B2 JP 6637811 B2 JP6637811 B2 JP 6637811B2 JP 2016067854 A JP2016067854 A JP 2016067854A JP 2016067854 A JP2016067854 A JP 2016067854A JP 6637811 B2 JP6637811 B2 JP 6637811B2
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JP
Japan
Prior art keywords
speed
vehicle
predetermined value
temperature
control device
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
JP2016067854A
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Japanese (ja)
Other versions
JP2017180635A (en
Inventor
慶明 小西
慶明 小西
雄亮 阪口
雄亮 阪口
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to JP2016067854A priority Critical patent/JP6637811B2/en
Priority to US15/472,464 priority patent/US9908434B2/en
Publication of JP2017180635A publication Critical patent/JP2017180635A/en
Application granted granted Critical
Publication of JP6637811B2 publication Critical patent/JP6637811B2/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
    • B60K17/046—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel with planetary gearing having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/02—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
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    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
    • B60K2001/006—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K2007/0046—Disposition of motor in, or adjacent to, traction wheel the motor moving together with the vehicle body, i.e. moving independently from the wheel axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K2007/0092—Disposition of motor in, or adjacent to, traction wheel the motor axle being coaxial to the wheel axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Description

本発明は、駆動源と被駆動部との動力伝達経路上に、断接手段が設けられた駆動装置に関する。   The present invention relates to a driving device provided with disconnection means on a power transmission path between a driving source and a driven part.

特許文献１には、車両の左車輪を駆動する第１電動機と、第１電動機と左車輪との動力伝達経路上に設けられた第１遊星歯車式変速機と、を有する左車輪駆動装置と、車両の右車輪を駆動する第２電動機と、第２電動機と右車輪との動力伝達経路上に設けられた第２遊星歯車式変速機と、を有する右車輪駆動装置と、を備える車両用駆動装置が記載されている。第１及び第２遊星歯車式変速機は、サンギヤにそれぞれ第１及び第２電動機が接続され、プラネタリキャリアにそれぞれ左車輪及び右車輪が接続され、リングギヤ同士が互いに連結されている。また、連結されたリングギヤには、リングギヤを解放又は締結することによりリングギヤの回転を制動するブレーキ手段と、電動機側の一方向の回転動力が車輪側に入力されるときに係合状態となるとともに、電動機側の他方向の回転動力が車輪側に入力されるときに非係合状態となり、車輪側の一方向の回転動力が電動機側に入力されるときに非係合状態となるとともに、車輪側の他方向の回転動力が電動機側に入力されるときに係合状態となる一方向クラッチと、が設けられている。   Patent Literature 1 discloses a left wheel driving device including a first electric motor that drives a left wheel of a vehicle, and a first planetary gear type transmission provided on a power transmission path between the first electric motor and the left wheel. A right wheel driving device having a second electric motor driving a right wheel of the vehicle, and a second planetary gear type transmission provided on a power transmission path between the second electric motor and the right wheel. A drive is described. In the first and second planetary gear type transmissions, the first and second electric motors are connected to a sun gear, respectively, the left wheel and the right wheel are connected to a planetary carrier, and the ring gears are connected to each other. Further, the connected ring gear is engaged with a brake means for braking the rotation of the ring gear by releasing or fastening the ring gear, and is engaged when one-way rotational power on the electric motor side is input to the wheel side. When the rotational power in the other direction on the motor side is input to the wheel side, the wheel is disengaged when the rotational power in one direction on the wheel side is input to the motor side, and the wheel is disengaged. And a one-way clutch that is engaged when rotational power in the other direction is input to the electric motor.

この車両用駆動装置において、電動機側の一方向の回転動力が車輪側に入力されると、電動機と車輪とが接続状態となるようにブレーキ手段を締結し、電動機と車輪とが接続状態で車速が所定車速以上になったとき、電動機の過回転を防止するため、締結していたブレーキ手段を解放することが記載されている。   In this vehicle drive device, when the one-way rotational power of the electric motor is input to the wheels, the braking means is engaged so that the electric motor and the wheels are connected, and the vehicle speed is increased when the electric motor and the wheels are connected. Describes that when the vehicle speed becomes equal to or higher than a predetermined vehicle speed, the engaged brake means is released in order to prevent over-rotation of the electric motor.

特開２０１２−２１４１７６号公報JP 2012-214176 A

ところで、特許文献１に記載の車両用駆動装置では、ブレーキ手段の一部がケースの下方に貯留したオイル貯留部に位置している。そのため、低温時等のオイルの粘性が高いときにはオイルの攪拌抵抗力が大きくなり、ブレーキ手段を解放しても車輪にトルクが伝達してしまい車両挙動が乱れる虞があった。   By the way, in the vehicle drive device described in Patent Literature 1, a part of the brake means is located in the oil storage portion stored below the case. Therefore, when the viscosity of the oil is high at low temperatures or the like, the agitation resistance of the oil becomes large, and torque may be transmitted to the wheels even if the brake means is released, and the vehicle behavior may be disturbed.

また、この車両用駆動装置では、電動機と車輪とが接続状態となるようにブレーキ手段を締結しておくと、電動機を回生駆動する際の応答性が向上するため、できるだけブレーキ手段を締結しておきたいという要望もある。   Further, in this vehicle drive device, when the braking means is fastened so that the electric motor and the wheels are in a connected state, the responsiveness at the time of regenerative driving of the electric motor is improved. There is also a request to get up.

本発明は、上記課題に鑑みてなされたものであり、断接手段の締結状態をできるだけ長く確保しつつ、車両挙動の乱れを抑制可能な駆動装置を提供することを目的とする。   SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and has as its object to provide a drive device capable of suppressing disturbance of vehicle behavior while securing a fastening state of a connecting / disconnecting unit as long as possible.

上記の目的を達成するために、請求項１に記載の発明は、
車両（例えば、後述の実施形態の車両３）の駆動力を発生する駆動源（例えば、後述の実施形態の第１及び第２電動機２Ａ、２Ｂ）と、
前記駆動源と前記車両の車輪（例えば、後述の実施形態の後輪Ｗｒ）との動力伝達経路上に設けられ、解放又は締結することにより駆動源側と車輪側とを遮断状態又は接続状態にする湿式多板式の断接手段（例えば、後述の実施形態の油圧ブレーキ６０）と、
前記断接手段の遮断状態と接続状態との切り替えを制御する断接手段制御装置（例えば、後述の実施形態の制御装置８）と、
前記車両の速度を制御する車速制御装置（例えば、後述の実施形態の制御装置８）と、を備える駆動装置（例えば、後述の実施形態の後輪駆動装置１）であって、
前記駆動装置は、前記湿式多板式の断接手段の多板部（例えば、後述の実施形態の固定プレート３５、回転プレート３６）での冷却に供される液状流体（例えば、後述の実施形態のオイル）の粘性相関量を取得する粘性取得手段（例えば、後述の実施形態の粘度センサ、温度センサ）をさらに備え、
前記粘性相関量が第１所定値以上のとき、前記断接手段制御装置は前記断接手段を締結する又は締結を維持するとともに、前記車速制御装置は前記車両を第１速度未満に制御する。 In order to achieve the above object, the invention according to claim 1 is:
A drive source (for example, first and second electric motors 2A and 2B of an embodiment described below) that generates a driving force for a vehicle (for example, a vehicle 3 according to an embodiment described below);
It is provided on a power transmission path between the drive source and a wheel of the vehicle (for example, a rear wheel Wr of an embodiment to be described later). When the drive source is released or fastened, the drive source side and the wheel side are disconnected or connected. A wet multi-plate type connecting / disconnecting means (for example, a hydraulic brake 60 of an embodiment described later);
A connection / disconnection means control device (for example, a control device 8 of an embodiment described later) for controlling switching of the connection / disconnection means between a cutoff state and a connection state;
A vehicle speed control device (for example, a control device 8 of an embodiment described later) for controlling the speed of the vehicle, and a drive device (for example, a rear wheel drive device 1 of an embodiment described later),
The driving device is a liquid fluid (for example, of a later-described embodiment) that is provided for cooling in a multi-plate portion (for example, a fixed plate 35 and a rotating plate 36 of the later-described embodiment) of the wet-type multi-plate connecting / disconnecting means. A viscosity acquisition unit (for example, a viscosity sensor and a temperature sensor according to an embodiment described later) for acquiring a viscosity correlation amount of oil),
When the viscosity correlation amount is equal to or more than a first predetermined value, the connection / disconnection means control device fastens or maintains the connection / disconnection means, and the vehicle speed control device controls the vehicle to a speed lower than the first speed.

また、請求項２に記載の発明は、請求項１に記載の構成に加えて、
前記粘性相関量が第１所定値未満のとき、前記断接手段制御装置は前記車両が前記第１速度よりも高い第２速度以上で前記断接手段を解放する。 In addition, the invention according to claim 2 provides, in addition to the configuration according to claim 1,
When the viscous correlation amount is less than a first predetermined value, the connection / disconnection means control device releases the connection / disconnection means at or above a second speed at which the vehicle is higher than the first speed.

また、請求項３に記載の発明は、請求項２に記載の構成に加えて、
前記駆動源は、電動機であり、
前記駆動装置は、前記電動機の電力を制御する電力制御手段（例えば、後述の実施形態のインバータ）と、該電力制御手段の温度を取得する温度取得手段（例えば、後述の実施形態の温度センサ）と、を備え、
前記粘性相関量が前記第１所定値未満、且つ前記温度が所定温度未満のとき、前記車速制御装置は前記第１速度よりも高く、且つ前記第２速度よりも低い第３速度以上で前記断接手段を解放する。 Further, the invention according to claim 3 includes, in addition to the configuration according to claim 2,
The drive source is an electric motor,
The driving device includes a power control unit (for example, an inverter according to an embodiment described later) that controls the power of the electric motor, and a temperature acquisition unit (for example, a temperature sensor according to an embodiment described below) that obtains the temperature of the power control unit. And
When the viscosity correlation amount is less than the first predetermined value and the temperature is less than the predetermined temperature, the vehicle speed control device performs the cutoff at a third speed or higher that is higher than the first speed and lower than the second speed. Release contact means.

また、請求項４に記載の発明は、請求項３に記載の構成に加えて、
前記粘性相関量が前記第１所定値未満で該第１所定値よりも小さい第２所定値以上、且つ、前記温度が所定温度未満のとき、前記車速制御装置は前記第３速度以上で前記断接手段を解放する。 The invention described in claim 4 provides, in addition to the configuration described in claim 3,
When the viscosity correlation amount is less than the first predetermined value and is equal to or greater than a second predetermined value smaller than the first predetermined value, and when the temperature is less than the predetermined temperature, the vehicle speed control device determines that the disconnection has occurred at or above the third speed. Release contact means.

また、請求項５に記載の発明は、請求項４に記載の構成に加えて、
前記第１所定値は固定値であり、
前記所定温度及び前記第２所定値は変動値であって、前記所定温度が高くなるに従って前記第２所定値も高くなるように設定されている。 Further, the invention according to claim 5 includes, in addition to the configuration according to claim 4,
The first predetermined value is a fixed value,
The predetermined temperature and the second predetermined value are variable values, and are set so that the second predetermined value increases as the predetermined temperature increases.

請求項１に記載の発明によれば、粘性相関量が第１所定値以上のときには液状流体による攪拌抵抗力が大きくなるため断接手段を解放しても車輪に不要なトルクが伝達されて車両の挙動が乱れる虞があるので、断接手段を締結したまま車速を制限することで、車両挙動の乱れを抑制できる。また、粘性相関量が第１所定値未満では、断接手段を締結しておくことができる。   According to the first aspect of the invention, when the viscous correlation amount is equal to or more than the first predetermined value, the stirring resistance force of the liquid fluid increases, so that unnecessary torque is transmitted to the wheels even if the disconnection means is released. Since the behavior of the vehicle may be disturbed, by restricting the vehicle speed while the connecting / disconnecting means is fastened, the disturbance of the vehicle behavior can be suppressed. Further, when the viscosity correlation amount is less than the first predetermined value, the connection / disconnection means can be fastened.

請求項２に記載の発明によれば、車輪への不要なトルクの伝達による車両挙動への影響は小さいものの、粘性相関量が比較的大きい場合には、第１速度よりも高い第２速度のときに断接手段を解放することで、第１速度よりも高い第２速度まで断接手段を締結しておくことができる。また、第２速度以上で断接手段を解放することで駆動源の過回転を抑制できる。   According to the second aspect of the present invention, the transmission of the unnecessary torque to the wheels has a small effect on the vehicle behavior, but when the viscosity correlation amount is relatively large, the second speed higher than the first speed is used. By releasing the connecting / disconnecting means sometimes, the connecting / disconnecting means can be fastened to a second speed higher than the first speed. Further, by releasing the connection / disconnection means at or above the second speed, the over rotation of the drive source can be suppressed.

請求項３に記載の発明によれば、粘性相関量が第１所定値未満のときであって、電力制御装置の温度が所定温度未満のときに、第１速度よりも高く第２速度よりも低い第３速度以上のときに断接手段を解放することで、電力制御装置を保護しつつ、第３速度まで断接手段を締結しておくことができる。   According to the third aspect of the present invention, when the viscosity correlation amount is less than the first predetermined value, and when the temperature of the power control device is less than the predetermined temperature, it is higher than the first speed and lower than the second speed. By releasing the connecting / disconnecting means when the speed is equal to or higher than the third low speed, the connecting / disconnecting means can be fastened to the third speed while protecting the power control device.

請求項４に記載の発明によれば、粘性相関量が第２所定値未満の領域では、第３速度を超えて第２速度まで断接手段を締結することができる。   According to the fourth aspect of the present invention, in the region where the viscosity correlation amount is less than the second predetermined value, the connection / disconnection means can be fastened beyond the third speed up to the second speed.

請求項５に記載の発明によれば、第１所定値を固定値とすることで車両挙動への影響を確実に抑制しつつ、所定温度及び第２所定値は変動値であって、所定温度が高くなるに従って第２所定値も高くなるように設定されているため、第３速度を超えて第２速度まで断接手段を締結することができる領域を広げることができる。   According to the fifth aspect of the present invention, while the first predetermined value is a fixed value, the predetermined temperature and the second predetermined value are fluctuation values while reliably suppressing the influence on the vehicle behavior. Since the second predetermined value is set so as to increase as the value increases, the region where the disconnection means can be fastened beyond the third speed up to the second speed can be expanded.

本発明に係る駆動装置を搭載可能な車両の一実施形態であるハイブリッド車両の概略構成を示すブロック図である。FIG. 1 is a block diagram illustrating a schematic configuration of a hybrid vehicle that is an embodiment of a vehicle on which a drive device according to the present invention can be mounted. 後輪駆動装置の一実施形態の縦断面図である。It is a longitudinal section of one embodiment of a rear wheel drive device. 図２に示す後輪駆動装置の部分拡大図である。FIG. 3 is a partially enlarged view of the rear wheel drive device shown in FIG. 2. 車両状態における前輪駆動装置と後輪駆動装置との関係を電動機の作動状態とあわせて記載した表である。4 is a table showing a relationship between a front wheel drive device and a rear wheel drive device in a vehicle state together with an operation state of an electric motor. 停車中の後輪駆動装置の速度共線図である。FIG. 4 is a speed alignment chart of the rear wheel drive device during a stop. 前進低車速時の後輪駆動装置の速度共線図である。FIG. 4 is a speed alignment chart of the rear wheel drive device at the time of forward low vehicle speed. 前進中車速時の後輪駆動装置の速度共線図である。FIG. 5 is a speed alignment chart of the rear wheel drive device at the time of forward vehicle speed. 減速回生時の後輪駆動装置の速度共線図である。FIG. 5 is a speed alignment chart of the rear wheel drive device during deceleration regeneration. 前進高車速時の後輪駆動装置の速度共線図である。FIG. 5 is a speed alignment chart of the rear wheel drive device at the time of forward high vehicle speed. 後進時の後輪駆動装置の速度共線図である。FIG. 4 is a speed alignment chart of the rear wheel drive device during reverse travel. 車両走行の一例におけるタイミングチャートである。It is a timing chart in an example of vehicle running. 第１実施例のブレーキ−車速関連制御を説明するグラフである。4 is a graph illustrating brake-vehicle speed-related control according to the first embodiment. 第２実施例のブレーキ−車速関連制御を説明するグラフである。It is a graph explaining the brake-vehicle speed related control of the second embodiment. 第３実施例のブレーキ−車速関連制御を説明するグラフである。It is a graph explaining the brake-vehicle speed related control of the third embodiment. 第４実施例のブレーキ−車速関連制御を説明するグラフである。It is a graph explaining the brake-vehicle speed related control of the fourth embodiment. ブレーキ−車速関連制御を説明するフロー図である。It is a flowchart explaining a brake-vehicle speed related control.

先ず、本発明に係る駆動装置の一実施形態を図１〜図３に基づいて説明する。
本実施形態の駆動装置は、電動機を車軸駆動用の駆動源とするものであり、例えば、図１に示すような駆動システムの車両に用いられる。以下の説明では駆動装置を後輪駆動用として用いる場合を例に説明するが、前輪駆動用に用いてもよい。
図１に示す車両３は、内燃機関４と電動機５とが直列に接続された駆動装置６（以下、前輪駆動装置と呼ぶ。）を車両前部に有するハイブリッド車両であり、この前輪駆動装置６の動力がトランスミッション７を介して前輪Ｗｆに伝達される一方で、この前輪駆動装置６と別に車両後部に設けられた駆動装置１（以下、後輪駆動装置と呼ぶ。）の動力が後輪Ｗｒ（ＲＷｒ、ＬＷｒ）に伝達されるようになっている。前輪駆動装置６の電動機５と後輪Ｗｒ側の後輪駆動装置１の第１及び第２電動機２Ａ、２Ｂとは、バッテリ９に接続され、バッテリ９からの電力供給と、バッテリ９へのエネルギー回生が可能となっている。符号８は、車両全体の各種制御をするための制御装置であり、これら電動機２Ａ、２Ｂ、５の電力を制御する電力制御手段としてのインバータを含んでいる。インバータは、バッテリ９と電動機２Ａ、２Ｂ、５との間で直流電力を交流電力に変換し、交流電力を直流電力に変換する機能を有している。 First, an embodiment of a driving device according to the present invention will be described with reference to FIGS.
The drive device of the present embodiment uses an electric motor as a drive source for driving an axle, and is used, for example, in a vehicle having a drive system as shown in FIG. In the following description, a case where the driving device is used for driving rear wheels will be described as an example, but the driving device may be used for driving front wheels.
A vehicle 3 shown in FIG. 1 is a hybrid vehicle having a drive device 6 (hereinafter, referred to as a front wheel drive device) in which an internal combustion engine 4 and an electric motor 5 are connected in series. Is transmitted to the front wheels Wf via the transmission 7, while the power of the driving device 1 (hereinafter, referred to as rear wheel driving device) provided at the rear of the vehicle separately from the front wheel driving device 6 is transmitted to the rear wheels Wr. (RWr, LWr). The electric motor 5 of the front wheel drive device 6 and the first and second electric motors 2A, 2B of the rear wheel drive device 1 on the rear wheel Wr side are connected to the battery 9 to supply power from the battery 9 and energy to the battery 9 Regeneration is possible. Reference numeral 8 denotes a control device for performing various controls of the entire vehicle, and includes an inverter as power control means for controlling the power of the electric motors 2A, 2B, and 5. The inverter has a function of converting DC power into AC power between the battery 9 and the electric motors 2A, 2B, and 5, and converting AC power into DC power.

図２は、後輪駆動装置１の全体の縦断面図を示すものであり、同図において、１０Ａ、１０Ｂは、車両３の後輪Ｗｒ側の左右の車軸であり、車幅方向に同軸上に配置されている。後輪駆動装置１のケース１１は全体が略円筒状に形成され、その内部には、車軸駆動用の第１及び第２電動機２Ａ、２Ｂと、この第１及び第２電動機２Ａ、２Ｂの駆動回転を減速する第１及び第２遊星歯車式減速機１２Ａ、１２Ｂとが、車軸１０Ａ、１０Ｂと同軸上に配置されている。この第１電動機２Ａ及び第１遊星歯車式減速機１２Ａは左後輪ＬＷｒを駆動する左車輪駆動装置として機能し、第２電動機２Ｂ及び第２遊星歯車式減速機１２Ｂは右後輪ＲＷｒを駆動する右車輪駆動装置として機能し、第１電動機２Ａ及び第１遊星歯車式減速機１２Ａと第２電動機２Ｂ及び第２遊星歯車式減速機１２Ｂとは、ケース１１内で車幅方向に左右対称に配置されている。   FIG. 2 is a vertical cross-sectional view of the entire rear wheel drive device 1, in which 10A and 10B are left and right axles on the rear wheel Wr side of the vehicle 3, and are coaxial in the vehicle width direction. Are located in The case 11 of the rear wheel drive device 1 is entirely formed in a substantially cylindrical shape, and includes therein first and second motors 2A and 2B for driving axles and driving of the first and second motors 2A and 2B. First and second planetary gear type speed reducers 12A and 12B for reducing rotation are arranged coaxially with the axles 10A and 10B. The first electric motor 2A and the first planetary gear type speed reducer 12A function as a left wheel driving device for driving the left rear wheel LWr, and the second electric motor 2B and the second planetary gear type speed reducer 12B drive the right rear wheel RWr. The first electric motor 2A and the first planetary gear type speed reducer 12A and the second electric motor 2B and the second planetary gear type speed reducer 12B are symmetrically arranged in the case 11 in the vehicle width direction. Are located.

後輪駆動装置１には、ケース１１の内部と外部を連通するブリーザ装置４０が設けられ、内部の空気が過度に高温・高圧とならないように内部の空気をブリーザ室４１を介して外部に逃がすように構成される。ブリーザ室４１は、ケース１１の鉛直方向上部に配置され、中央ケース１１Ｍの外壁と、中央ケース１１Ｍ内に左側方ケース１１Ａ側に略水平に延設された第１円筒壁４３と、右側方ケース１１Ｂ側に略水平に延設された第２円筒壁４４と、第１及び第２円筒壁４３、４４の内側端部同士をつなぐ左右分割壁４５と、第１円筒壁４３の左側方ケース１１Ａ側先端部に当接するように取り付けられたバッフルプレート４７Ａと、第２円筒壁４４の右側方ケース１１Ｂ側先端部に当接するように取り付けられたバッフルプレート４７Ｂと、により形成された空間により構成される。   The rear wheel drive device 1 is provided with a breather device 40 that communicates between the inside and the outside of the case 11, and allows the internal air to escape to the outside via the breather chamber 41 so that the internal air does not become excessively high in temperature and pressure. It is configured as follows. The breather chamber 41 is disposed at the top in the vertical direction of the case 11, and has an outer wall of the central case 11M, a first cylindrical wall 43 extending substantially horizontally in the central case 11M toward the left case 11A, and a right case. A second cylindrical wall 44 extending substantially horizontally on the 11B side, a left and right divided wall 45 connecting inner ends of the first and second cylindrical walls 43, 44, and a left case 11A of the first cylindrical wall 43. A space formed by a baffle plate 47A attached so as to contact the side end portion and a baffle plate 47B attached so as to contact the end portion on the right case 11B side of the second cylindrical wall 44 is constituted. You.

ブリーザ室４１の下面を形成する第１及び第２円筒壁４３、４４と左右分割壁４５は、第１円筒壁４３が第２円筒壁４４より径方向内側に位置し、左右分割壁４５が、第２円筒壁４４の内側端部から縮径しつつ屈曲しながら第１円筒壁４３の内側端部まで延設され、さらに径方向内側に延設されて略水平に延設された第３円筒壁４６に達する。第３円筒壁４６は、第１円筒壁４３と第２円筒壁４４の両外側端部より内側に且つその略中央に位置している。   The first and second cylindrical walls 43 and 44 and the left and right divided walls 45 forming the lower surface of the breather chamber 41 are such that the first cylindrical wall 43 is located radially inward of the second cylindrical wall 44, and the left and right divided walls 45 are A third cylinder extending from the inner end of the second cylindrical wall 44 to the inner end of the first cylindrical wall 43 while bending while reducing in diameter, further extending radially inward, and extending substantially horizontally. The wall 46 is reached. The third cylindrical wall 46 is located inside and substantially at the center of both outer ends of the first cylindrical wall 43 and the second cylindrical wall 44.

中央ケース１１Ｍには、バッフルプレート４７Ａ、４７Ｂが、第１円筒壁４３と中央ケース１１Ｍの外壁との間の空間又は第２円筒壁４４と中央ケース１１Ｍの外壁との間の空間を第１遊星歯車式減速機１２Ａ又は第２遊星歯車式減速機１２Ｂからそれぞれ区画するように固定されている。   In the central case 11M, the baffle plates 47A and 47B are used to separate the space between the first cylindrical wall 43 and the outer wall of the central case 11M or the space between the second cylindrical wall 44 and the outer wall of the central case 11M from the first planet. It is fixed so as to be separated from the gear type speed reducer 12A or the second planetary gear type speed reducer 12B.

また、中央ケース１１Ｍには、ブリーザ室４１と外部とを連通する外部連通路４９がブリーザ室４１の鉛直方向上面に接続される。外部連通路４９のブリーザ室側端部４９ａは、鉛直方向下方を指向して配置されている。従って、オイルが外部連通路４９を通って外部に排出されるのが抑制される。   Further, an external communication passage 49 that connects the breather chamber 41 to the outside is connected to the central case 11M on the vertical upper surface of the breather chamber 41. The breather chamber side end 49a of the external communication passage 49 is disposed so as to be directed downward in the vertical direction. Therefore, the oil is prevented from being discharged to the outside through the external communication passage 49.

第１及び第２電動機２Ａ、２Ｂは、ステータ１４Ａ、１４Ｂがそれぞれ側方ケース１１Ａ、１１Ｂに固定され、このステータ１４Ａ、１４Ｂの内周側に環状のロータ１５Ａ、１５Ｂが回転可能に配置されている。ロータ１５Ａ、１５Ｂの内周部には車軸１０Ａ、１０Ｂの外周を囲繞する円筒軸１６Ａ、１６Ｂが結合され、この円筒軸１６Ａ、１６Ｂが車軸１０Ａ、１０Ｂと同軸上に相対回転可能となるように側方ケース１１Ａ、１１Ｂの端部壁１７Ａ、１７Ｂと隔壁１８Ａ、１８Ｂに軸受１９Ａ、１９Ｂを介して支持されている。また、円筒軸１６Ａ、１６Ｂの一端側の外周であって端部壁１７Ａ、１７Ｂには、ロータ１５Ａ、１５Ｂの回転位置情報を第１及び第２電動機２Ａ、２Ｂの制御コントローラ（図示せず）にフィードバックするためのレゾルバ２０Ａ、２０Ｂが設けられている。ステータ１４Ａ、１４Ｂ、及びロータ１５Ａ、１５Ｂを含む第１及び第２電動機２Ａ、２Ｂは、同一半径を有し、第１及び第２電動機２Ａ、２Ｂは互いに鏡面対称に配置される。また、車軸１０Ａ及び円筒軸１６Ａは、第１電動機２Ａ内を貫通して、第１電動機２Ａの両端部から延出しており、車軸１０Ｂ及び円筒軸１６Ｂも、第２電動機２Ｂ内を貫通して、第２電動機２Ｂの両端部から延出している。   In the first and second electric motors 2A and 2B, stators 14A and 14B are fixed to side cases 11A and 11B, respectively, and annular rotors 15A and 15B are rotatably arranged on inner peripheral sides of the stators 14A and 14B. I have. Cylindrical shafts 16A and 16B surrounding the outer circumferences of the axles 10A and 10B are connected to the inner peripheral portions of the rotors 15A and 15B, respectively, so that the cylindrical shafts 16A and 16B can be relatively rotated coaxially with the axles 10A and 10B. The side cases 11A and 11B are supported by end walls 17A and 17B and partition walls 18A and 18B via bearings 19A and 19B. In addition, on the outer periphery of one end side of the cylindrical shafts 16A, 16B and on the end walls 17A, 17B, the rotational position information of the rotors 15A, 15B is provided with control controllers (not shown) of the first and second electric motors 2A, 2B. Resolvers 20A and 20B for providing feedback to are provided. The first and second electric motors 2A and 2B including the stators 14A and 14B and the rotors 15A and 15B have the same radius, and the first and second electric motors 2A and 2B are arranged mirror-symmetrically to each other. Further, the axle 10A and the cylindrical shaft 16A pass through the first electric motor 2A and extend from both ends of the first electric motor 2A, and the axle 10B and the cylindrical shaft 16B also pass through the second electric motor 2B. , Extend from both ends of the second electric motor 2B.

また、第１及び第２遊星歯車式減速機１２Ａ、１２Ｂは、サンギヤ２１Ａ、２１Ｂと、リングギヤ２４Ａ、２４Ｂと、これらサンギヤ２１Ａ、２１Ｂとリングギヤ２４Ａ、２４Ｂとに噛合する複数のプラネタリギヤ２２Ａ、２２Ｂと、これらのプラネタリギヤ２２Ａ、２２Ｂを支持するプラネタリキャリア２３Ａ、２３Ｂと、を備え、サンギヤ２１Ａ、２１Ｂから第１及び第２電動機２Ａ、２Ｂの駆動力が入力され、減速された駆動力がプラネタリキャリア２３Ａ、２３Ｂを通して車軸１０Ａ、１０Ｂに出力されるようになっている。   The first and second planetary gear type speed reducers 12A, 12B are composed of sun gears 21A, 21B, ring gears 24A, 24B, and a plurality of planetary gears 22A, 22B meshing with the sun gears 21A, 21B and the ring gears 24A, 24B. And planetary carriers 23A and 23B for supporting these planetary gears 22A and 22B. The driving force of the first and second electric motors 2A and 2B is input from the sun gears 21A and 21B, and the reduced driving force is transmitted to the planetary carrier 23A. , 23B to the axles 10A, 10B.

サンギヤ２１Ａ、２１Ｂは円筒軸１６Ａ、１６Ｂに一体に形成されている。また、プラネタリギヤ２２Ａ、２２Ｂは、サンギヤ２１Ａ、２１Ｂに直接噛合される大径の第１ピニオン２６Ａ、２６Ｂと、この第１ピニオン２６Ａ、２６Ｂよりも小径の第２ピニオン２７Ａ、２７Ｂを有する２連ピニオンであり、これらの第１ピニオン２６Ａ、２６Ｂと第２ピニオン２７Ａ、２７Ｂが同軸にかつ軸方向にオフセットした状態で一体に形成されている。このプラネタリギヤ２２Ａ、２２Ｂはニードルベアリング３１Ａ、３１Ｂを介してプラネタリキャリア２３Ａ、２３Ｂのピニオンシャフト３２Ａ、３２Ｂに支持され、プラネタリキャリア２３Ａ、２３Ｂは、軸方向内側端部が径方向内側に伸びて車軸１０Ａ、１０Ｂにスプライン嵌合され一体回転可能に支持されるとともに、軸受３３Ａ、３３Ｂを介して隔壁１８Ａ、１８Ｂに支持されている。   The sun gears 21A and 21B are formed integrally with the cylindrical shafts 16A and 16B. Further, the planetary gears 22A, 22B are double pinions having large diameter first pinions 26A, 26B directly meshed with the sun gears 21A, 21B, and second pinions 27A, 27B having a smaller diameter than the first pinions 26A, 26B. The first pinions 26A, 26B and the second pinions 27A, 27B are integrally formed coaxially and offset in the axial direction. The planetary gears 22A, 22B are supported on the pinion shafts 32A, 32B of the planetary carriers 23A, 23B via needle bearings 31A, 31B. The planetary carriers 23A, 23B have axially inner ends extending radially inward and having an axle 10A. , 10B, and are supported by the partition walls 18A, 18B via bearings 33A, 33B.

リングギヤ２４Ａ、２４Ｂは、その内周面が小径の第２ピニオン２７Ａ、２７Ｂに噛合されるギヤ部２８Ａ、２８Ｂと、ギヤ部２８Ａ、２８Ｂより小径でケース１１の中間位置で互いに対向配置される小径部２９Ａ、２９Ｂと、ギヤ部２８Ａ、２８Ｂの軸方向内側端部と小径部２９Ａ、２９Ｂの軸方向外側端部を径方向に連結する連結部３０Ａ、３０Ｂとを備えて構成されている。   The ring gears 24A, 24B have gears 28A, 28B whose inner peripheral surfaces mesh with the small diameter second pinions 27A, 27B, and small diameters smaller than the gears 28A, 28B and opposed to each other at an intermediate position of the case 11. Parts 29A and 29B, and coupling parts 30A and 30B for radially coupling axially inner ends of the gear parts 28A and 28B and axially outer ends of the small diameter parts 29A and 29B.

ギヤ部２８Ａ、２８Ｂは、中央ケース１１Ｍの左右分割壁４５の内径側端部に形成された第３円筒壁４６を挟んで軸方向に対向している。小径部２９Ａ、２９Ｂは、その外周面がそれぞれ後述する一方向クラッチ５０のインナーレース５１とスプライン嵌合し、リングギヤ２４Ａ、２４Ｂは一方向クラッチ５０のインナーレース５１と一体回転するように互いに連結されて構成されている。   The gear portions 28A and 28B are axially opposed to each other with a third cylindrical wall 46 formed at an inner diameter side end of the left and right divided walls 45 of the central case 11M. The outer peripheral surfaces of the small diameter portions 29A and 29B are spline-fitted to inner races 51 of a one-way clutch 50 described later, respectively, and the ring gears 24A and 24B are connected to each other so as to rotate integrally with the inner race 51 of the one-way clutch 50. It is configured.

第２遊星歯車式減速機１２Ｂ側であって、ケース１１を構成する中央ケース１１Ｍの第２円筒壁４４とリングギヤ２４Ｂのギヤ部２８Ｂとの間には、リングギヤ２４Ｂに対する制動手段を構成する油圧ブレーキ６０が第１ピニオン２６Ｂと径方向でオーバーラップし、第２ピニオン２７Ｂと軸方向でオーバーラップするように配置されている。油圧ブレーキ６０は、第２円筒壁４４の内周面にスプライン嵌合された複数の固定プレート３５と、リングギヤ２４Ｂのギヤ部２８Ｂの外周面にスプライン嵌合された複数の回転プレート３６が軸方向に交互に配置され、これらのプレート３５，３６が環状のピストン３７によって締結及び解放操作されるようになっている。ピストン３７は、中央ケース１１Ｍの左右分割壁４５と第３円筒壁４６間に形成された環状のシリンダ室に進退自在に収容されており、さらに第３円筒壁４６の外周面に設けられた受け座３８に支持される弾性部材３９によって、常時、固定プレート３５と回転プレート３６とを解放する方向に付勢される。   A hydraulic brake which constitutes a braking means for the ring gear 24B on the second planetary gear type speed reducer 12B side, between the second cylindrical wall 44 of the central case 11M constituting the case 11 and the gear portion 28B of the ring gear 24B. 60 is arranged so as to overlap the first pinion 26B in the radial direction and to overlap the second pinion 27B in the axial direction. The hydraulic brake 60 includes a plurality of fixed plates 35 spline-fitted on the inner peripheral surface of the second cylindrical wall 44 and a plurality of rotating plates 36 spline-fitted on the outer peripheral surface of the gear portion 28B of the ring gear 24B in the axial direction. The plates 35 and 36 are fastened and released by an annular piston 37. The piston 37 is accommodated in an annular cylinder chamber formed between the left and right divided walls 45 of the central case 11M and the third cylindrical wall 46 so as to be able to advance and retreat, and a receiving member provided on the outer peripheral surface of the third cylindrical wall 46. The elastic member 39 supported by the seat 38 constantly urges the fixed plate 35 and the rotating plate 36 in a direction to release them.

また、さらに詳細には、左右分割壁４５とピストン３７の間はオイルが直接導入される作動室Ｓとされ、作動室Ｓに導入されるオイルの圧力が弾性部材３９の付勢力に勝ると、ピストン３７が前進（右動）し、固定プレート３５と回転プレート３６とが相互に押し付けられて締結することとなる。また、弾性部材３９の付勢力が作動室Ｓに導入されるオイルの圧力に勝ると、ピストン３７が後進（左動）し、固定プレート３５と回転プレート３６とが離間して解放することとなる。なお、油圧ブレーキ６０は電動オイルポンプ７０（図１参照）に接続されている。   More specifically, a space between the left and right divided walls 45 and the piston 37 is a working chamber S into which oil is directly introduced. When the pressure of the oil introduced into the working chamber S exceeds the biasing force of the elastic member 39, The piston 37 moves forward (moves to the right), and the fixed plate 35 and the rotating plate 36 are pressed against each other and fastened. When the urging force of the elastic member 39 exceeds the pressure of the oil introduced into the working chamber S, the piston 37 moves backward (moves to the left), and the fixed plate 35 and the rotating plate 36 are separated and released. . The hydraulic brake 60 is connected to an electric oil pump 70 (see FIG. 1).

この油圧ブレーキ６０の場合、固定プレート３５がケース１１を構成する中央ケース１１Ｍの左右分割壁４５から伸びる第２円筒壁４４に支持される一方で、回転プレート３６がリングギヤ２４Ｂのギヤ部２８Ｂに支持されているため、両プレート３５、３６がピストン３７によって押し付けられると、両プレート３５、３６間の摩擦締結によってリングギヤ２４Ｂに制動力が作用し固定される。その状態からピストン３７による締結が解放されると、リングギヤ２４Ｂの自由な回転が許容される。なお、上述したように、リングギヤ２４Ａ、２４Ｂは互いに連結されているため、油圧ブレーキ６０が締結することによりリングギヤ２４Ａにも制動力が作用し固定され、油圧ブレーキ６０が解放することによりリングギヤ２４Ａも自由な回転が許容される。   In the case of the hydraulic brake 60, the fixed plate 35 is supported by the second cylindrical wall 44 extending from the left and right divided walls 45 of the central case 11M constituting the case 11, while the rotating plate 36 is supported by the gear portion 28B of the ring gear 24B. Therefore, when the plates 35 and 36 are pressed by the piston 37, a braking force acts on the ring gear 24B due to frictional engagement between the plates 35 and 36, and the ring gear 24B is fixed. When the engagement by the piston 37 is released from this state, free rotation of the ring gear 24B is allowed. As described above, since the ring gears 24A and 24B are connected to each other, the braking force is applied to the ring gear 24A when the hydraulic brake 60 is engaged, and the ring gear 24A is also fixed when the hydraulic brake 60 is released. Free rotation is allowed.

また、軸方向で対向するリングギヤ２４Ａ、２４Ｂの連結部３０Ａ、３０Ｂ間にも空間部が確保され、その空間部内に、リングギヤ２４Ａ、２４Ｂに対し一方向の動力のみを伝達し他方向の動力を遮断する一方向クラッチ５０が配置されている。一方向クラッチ５０は、インナーレース５１とアウターレース５２との間に多数のスプラグ５３を介在させたものであって、そのインナーレース５１がスプライン嵌合によりリングギヤ２４Ａ、２４Ｂの小径部２９Ａ、２９Ｂと一体回転するように構成されている。またアウターレース５２は、第３円筒壁４６により位置決めされるとともに、回り止めされている。   A space is also provided between the connecting portions 30A and 30B of the ring gears 24A and 24B opposed in the axial direction. In the space, only power in one direction is transmitted to the ring gears 24A and 24B, and power in the other direction is transmitted. A one-way clutch 50 for disengaging is arranged. The one-way clutch 50 has a large number of sprags 53 interposed between an inner race 51 and an outer race 52, and the inner race 51 is connected to the small diameter portions 29A, 29B of the ring gears 24A, 24B by spline fitting. It is configured to rotate integrally. The outer race 52 is positioned by the third cylindrical wall 46 and is prevented from rotating.

一方向クラッチ５０は、車両３が第１及び第２電動機２Ａ、２Ｂの動力で前進する際に係合してリングギヤ２４Ａ、２４Ｂの回転をロックするように構成されている。より具体的に説明すると、一方向クラッチ５０は、第１及び第２電動機２Ａ、２Ｂ側の順方向（車両３を前進させる際の回転方向）の回転動力が後輪Ｗｒ側に入力されるときに係合状態となるとともに第１及び第２電動機２Ａ、２Ｂ側の逆方向の回転動力が後輪Ｗｒ側に入力されるときに非係合状態となり、後輪Ｗｒ側の順方向の回転動力が第１及び第２電動機２Ａ、２Ｂ側に入力されるときに非係合状態となるとともに後輪Ｗｒ側の逆方向の回転動力が第１及び第２電動機２Ａ、２Ｂ側に入力されるときに係合状態となる。   The one-way clutch 50 is configured to engage when the vehicle 3 moves forward with the power of the first and second electric motors 2A and 2B to lock the rotation of the ring gears 24A and 24B. More specifically, the one-way clutch 50 is used when the rotational power of the first and second electric motors 2A and 2B in the forward direction (the rotational direction when the vehicle 3 is advanced) is input to the rear wheel Wr. When the rotational power of the first and second electric motors 2A and 2B in the opposite direction is input to the rear wheel Wr, the vehicle is disengaged and the rotational power of the rear wheel Wr in the forward direction is applied. Is disengaged when is input to the first and second motors 2A and 2B, and when the rotational power in the reverse direction on the rear wheel Wr side is input to the first and second motors 2A and 2B. Is engaged.

このように本実施形態の後輪駆動装置１では、第１及び第２電動機２Ａ、２Ｂと後輪Ｗｒとの動力伝達経路上に一方向クラッチ５０と油圧ブレーキ６０とが並列に設けられている。なお、ケース１１の下方には、オイルを貯留するオイル貯留部Ｔが形成されており、第１及び第２電動機２Ａ、２Ｂのロータ１５Ａ、１５Ｂの下端が油没しない程度の油面高さ（図２中、符合Ｈ）となっており、固定プレート３５と回転プレート３６の下部がオイル貯留部Ｔ中に位置している。   As described above, in the rear wheel drive device 1 of the present embodiment, the one-way clutch 50 and the hydraulic brake 60 are provided in parallel on the power transmission path between the first and second electric motors 2A and 2B and the rear wheel Wr. . Note that an oil storage portion T for storing oil is formed below the case 11, and the oil surface height is such that the lower ends of the rotors 15A and 15B of the first and second electric motors 2A and 2B do not submerge. 2, the lower part of the fixed plate 35 and the lower part of the rotating plate 36 are located in the oil reservoir T.

ここで、制御装置８（図１参照）は、車両全体の各種制御をするための制御装置であり、制御装置８には車輪速センサ値、第１及び第２電動機２Ａ、２Ｂのモータ回転数センサ値、操舵角、アクセルペダル開度ＡＰ、シフトポジション、バッテリ９における充電状態（ＳＯＣ）、油温などが入力される一方、制御装置８からは、内燃機関４を制御する信号、第１及び第２電動機２Ａ、２Ｂを制御する信号、電動オイルポンプ７０を制御する制御信号などが出力される。   Here, the control device 8 (see FIG. 1) is a control device for performing various controls of the entire vehicle. The control device 8 includes wheel speed sensor values, motor rotation speeds of the first and second motors 2A and 2B. While a sensor value, a steering angle, an accelerator pedal opening AP, a shift position, a state of charge (SOC) of the battery 9, an oil temperature, and the like are input, a signal for controlling the internal combustion engine 4 from the control device 8, A signal for controlling the second electric motors 2A and 2B, a control signal for controlling the electric oil pump 70, and the like are output.

即ち、制御装置８は、第１及び第２電動機２Ａ、２Ｂを制御する電動機制御装置としての機能と、断接手段としての油圧ブレーキ６０の締結状態と解放状態とを制御する断接手段制御装置としての機能を、少なくとも備えている。   That is, the control device 8 functions as an electric motor control device that controls the first and second electric motors 2A and 2B, and a connection / disconnection unit control device that controls the engaged state and the released state of the hydraulic brake 60 as the connection / disconnection unit. At least as a function.

図４は、各車両状態における前輪駆動装置６と後輪駆動装置１との関係を第１及び第２電動機２Ａ、２Ｂの作動状態とあわせて記載したものである。図中、フロントユニットは前輪駆動装置６、リアユニットは後輪駆動装置１、リアモータは第１及び第２電動機２Ａ、２Ｂ、ＯＷＣは一方向クラッチ５０、ＢＲＫは油圧ブレーキ６０を表わす。また、図５〜図１０は後輪駆動装置１の各状態における速度共線図を表わし、ＬＭＯＴは第１電動機２Ａ、ＲＭＯＴは第２電動機２Ｂ、左側のＳ、Ｃはそれぞれ第１電動機２Ａに連結された第１遊星歯車式減速機１２Ａのサンギヤ２１Ａ、第１遊星歯車式減速機１２Ａのプラネタリキャリア２３Ａ、右側のＳ、Ｃはそれぞれ第２遊星歯車式減速機１２Ｂのサンギヤ２１Ｂ、第２遊星歯車式減速機１２Ｂのプラネタリキャリア２３Ｂ、Ｒは第１及び第２遊星歯車式減速機１２Ａ、１２Ｂのリングギヤ２４Ａ、２４Ｂ、ＢＲＫは油圧ブレーキ６０、ＯＷＣは一方向クラッチ５０を表わす。以下の説明において第１及び第２電動機２Ａ、２Ｂによる車両前進時のサンギヤ２１Ａ、２１Ｂの回転方向を順方向とする。また、図中、停車中の状態から上方が順方向の回転、下方が逆方向の回転であり、矢印は、上向きが順方向のトルクを表し、下向きが逆方向のトルクを表す。   FIG. 4 illustrates the relationship between the front wheel drive device 6 and the rear wheel drive device 1 in each vehicle state, together with the operation states of the first and second electric motors 2A and 2B. In the figure, the front unit is the front wheel drive device 6, the rear unit is the rear wheel drive device 1, the rear motor is the first and second electric motors 2A, 2B, OWC is the one-way clutch 50, and the BRK is the hydraulic brake 60. 5 to 10 show velocity alignment charts in each state of the rear wheel drive device 1. LMOT is the first motor 2A, RMOT is the second motor 2B, S and C on the left are the first motor 2A, respectively. The sun gear 21A of the first planetary gear type speed reducer 12A, the planetary carrier 23A of the first planetary gear type speed reducer 12A, and S and C on the right are the sun gear 21B and the second planetary gear of the second planetary gear type speed reducer 12B, respectively. The planetary carriers 23B, R of the gear type speed reducer 12B represent the ring gears 24A, 24B, BRK of the first and second planetary gear type speed reducers 12A, 12B, the hydraulic brake 60 and the OWC represent the one-way clutch 50. In the following description, the rotation direction of the sun gears 21A, 21B when the first and second electric motors 2A, 2B advance the vehicle is defined as the forward direction. In the figure, the upper part indicates forward rotation, the lower part indicates reverse rotation, and the upward direction indicates forward torque, and the downward direction indicates reverse torque.

停車中は、前輪駆動装置６も後輪駆動装置１も駆動していない。従って、図５に示すように、後輪駆動装置１の第１及び第２電動機２Ａ、２Ｂは停止しており、車軸１０Ａ、１０Ｂも停止しているため、いずれの要素にもトルクは作用していない。このとき、油圧ブレーキ６０は解放（ＯＦＦ）している。また、一方向クラッチ５０は、第１及び第２電動機２Ａ、２Ｂが非駆動のため係合していない（ＯＦＦ）。   While the vehicle is stopped, neither the front wheel drive device 6 nor the rear wheel drive device 1 is driven. Therefore, as shown in FIG. 5, since the first and second electric motors 2A and 2B of the rear wheel drive device 1 are stopped and the axles 10A and 10B are also stopped, torque acts on any of the elements. Not. At this time, the hydraulic brake 60 is released (OFF). The one-way clutch 50 is not engaged (OFF) because the first and second electric motors 2A and 2B are not driven.

そして、キーポジションをＯＮにした後、ＥＶ発進、ＥＶクルーズなどモータ効率のよい前進低車速時は、後輪駆動装置１による後輪駆動となる。図６に示すように、第１及び第２電動機２Ａ、２Ｂが順方向に回転するように力行駆動すると、サンギヤ２１Ａ、２１Ｂには順方向のトルクが付加される。このとき、前述したように一方向クラッチ５０が係合しリングギヤ２４Ａ、２４Ｂがロックされる。これによりプラネタリキャリア２３Ａ、２３Ｂは順方向に回転し前進走行がなされる。なお、プラネタリキャリア２３Ａ、２３Ｂには車軸１０Ａ、１０Ｂからの走行抵抗が逆方向に作用している。このように車両３の発進時には、キーポジションをＯＮにして第１及び第２電動機２Ａ、２Ｂのトルクをあげることで、一方向クラッチ５０が機械的に係合してリングギヤ２４Ａ、２４Ｂがロックされる。   Then, after the key position is turned on, the rear wheel drive device 1 performs rear wheel drive during forward low vehicle speeds with good motor efficiency such as EV start and EV cruise. As shown in FIG. 6, when the first and second electric motors 2A and 2B are driven to rotate in the forward direction, forward torque is applied to the sun gears 21A and 21B. At this time, as described above, the one-way clutch 50 is engaged, and the ring gears 24A and 24B are locked. Thus, the planetary carriers 23A and 23B rotate in the forward direction and travel forward. Note that running resistance from the axles 10A and 10B acts on the planetary carriers 23A and 23B in the opposite direction. As described above, when the vehicle 3 starts moving, the key position is turned ON to increase the torque of the first and second electric motors 2A and 2B, whereby the one-way clutch 50 is mechanically engaged and the ring gears 24A and 24B are locked. You.

このとき、油圧ブレーキ６０を弱締結状態に制御する。なお、弱締結とは、動力伝達可能であるが、油圧ブレーキ６０の締結状態の締結力に対し弱い締結力で締結している状態をいう。第１及び第２電動機２Ａ、２Ｂの順方向のトルクが後輪Ｗｒ側に入力されるときには一方向クラッチ５０が係合状態となり、一方向クラッチ５０のみで動力伝達可能であるが、一方向クラッチ５０と並列に設けられた油圧ブレーキ６０も弱締結状態とし第１及び第２電動機２Ａ、２Ｂ側と後輪Ｗｒ側とを接続状態としておくことで、第１及び第２電動機２Ａ、２Ｂ側からの順方向のトルクの入力が一時的に低下して一方向クラッチ５０が非係合状態となった場合にも、第１及び第２電動機２Ａ、２Ｂ側と後輪Ｗｒ側とで動力伝達不能になることを抑制できる。また、後述する減速回生への移行時に第１及び第２電動機２Ａ、２Ｂ側と後輪Ｗｒ側とを接続状態とするための回転数制御が不要となる。一方向クラッチ５０が係合状態のときの油圧ブレーキ６０の締結力を一方向クラッチ５０が非係合状態のときの油圧ブレーキ６０の締結力よりも弱くすることにより、油圧ブレーキ６０の締結のための消費エネルギーが低減される。   At this time, the hydraulic brake 60 is controlled to a weakly applied state. In addition, the weak engagement means a state in which power can be transmitted, but the hydraulic brake 60 is fastened with a weaker fastening force than the fastening force in the engaged state. When the forward torque of the first and second electric motors 2A, 2B is input to the rear wheel Wr, the one-way clutch 50 is engaged, and power can be transmitted only by the one-way clutch 50. The hydraulic brake 60 provided in parallel with 50 is also in a weakly engaged state, and the first and second electric motors 2A, 2B are connected to the rear wheel Wr side, so that the first and second electric motors 2A, 2B can be connected. When the one-way clutch 50 is disengaged due to a temporary decrease in the forward torque input, the power cannot be transmitted between the first and second electric motors 2A and 2B and the rear wheel Wr. Can be suppressed. Further, at the time of transition to deceleration regeneration, which will be described later, there is no need to perform rotation speed control for connecting the first and second electric motors 2A and 2B and the rear wheel Wr. By setting the fastening force of the hydraulic brake 60 when the one-way clutch 50 is engaged to be weaker than the fastening force of the hydraulic brake 60 when the one-way clutch 50 is not engaged, the hydraulic brake 60 can be fastened. Energy consumption is reduced.

前進低車速走行から車速があがりエンジン効率のよい前進中車速走行に至ると、後輪駆動装置１による後輪駆動から前輪駆動装置６による前輪駆動となる。図７に示すように、第１及び第２電動機２Ａ、２Ｂの力行駆動が停止すると、プラネタリキャリア２３Ａ、２３Ｂには車軸１０Ａ、１０Ｂから前進走行しようとする順方向のトルクが作用するので、前述したように一方向クラッチ５０が非係合状態となる。このときも、油圧ブレーキ６０を弱締結状態に制御する。   When the vehicle speed increases from the forward low vehicle speed running to the forward middle vehicle speed running with good engine efficiency, the rear wheel driving by the rear wheel driving device 1 changes to the front wheel driving by the front wheel driving device 6. As shown in FIG. 7, when the first and second electric motors 2A and 2B stop powering and driving, the planetary carriers 23A and 23B receive forward torque from the axles 10A and 10B to travel forward. As described above, the one-way clutch 50 is disengaged. Also at this time, the hydraulic brake 60 is controlled to be in the weakly applied state.

図６又は図７の状態から第１及び第２電動機２Ａ、２Ｂを回生駆動しようすると、図８に示すように、プラネタリキャリア２３Ａ、２３Ｂには車軸１０Ａ、１０Ｂから前進走行を続けようとする順方向のトルクが作用するので、前述したように一方向クラッチ５０が非係合状態となる。このとき、油圧ブレーキ６０を締結状態（ＯＮ）に制御する。従って、リングギヤ２４Ａ、２４Ｂがロックされるとともに第１及び第２電動機２Ａ、２Ｂには逆方向の回生制動トルクが作用し、第１及び第２電動機２Ａ、２Ｂで減速回生がなされる。このように、後輪Ｗｒ側の順方向のトルクが第１及び第２電動機２Ａ、２Ｂ側に入力されるときには一方向クラッチ５０は非係合状態となり、一方向クラッチ５０のみで動力伝達不能であるが、一方向クラッチ５０と並列に設けられた油圧ブレーキ６０を締結させ、第１及び第２電動機２Ａ、２Ｂ側と後輪Ｗｒ側とを接続状態としておくことで動力伝達可能な状態に保つことができ、この状態で第１及び第２電動機２Ａ、２Ｂを回生駆動状態に制御することにより、車両３のエネルギーを回生することができる。   When the first and second electric motors 2A, 2B are regeneratively driven from the state shown in FIG. 6 or FIG. 7, as shown in FIG. 8, the planetary carriers 23A, 23B are sequentially moved forward from the axles 10A, 10B. Since the directional torque acts, the one-way clutch 50 is disengaged as described above. At this time, the hydraulic brake 60 is controlled to the engaged state (ON). Therefore, the ring gears 24A, 24B are locked, and the regenerative braking torque acts on the first and second electric motors 2A, 2B in the opposite direction, so that the first and second electric motors 2A, 2B perform deceleration regeneration. As described above, when the forward torque on the rear wheel Wr side is input to the first and second electric motors 2A and 2B, the one-way clutch 50 is disengaged, and power cannot be transmitted by only the one-way clutch 50. However, the hydraulic brake 60 provided in parallel with the one-way clutch 50 is engaged, and the first and second electric motors 2A and 2B and the rear wheel Wr are connected to maintain the power transmission state. By controlling the first and second electric motors 2A and 2B to the regenerative driving state in this state, the energy of the vehicle 3 can be regenerated.

続いて加速時には、前輪駆動装置６と後輪駆動装置１の四輪駆動となり、後輪駆動装置１は、図６に示す前進低車速時と同じ状態となる。   Subsequently, at the time of acceleration, four-wheel drive is performed by the front wheel drive device 6 and the rear wheel drive device 1, and the rear wheel drive device 1 is in the same state as at the time of forward low vehicle speed shown in FIG.

前進高車速時には、前輪駆動装置６による前輪駆動となるが、このとき第１及び第２電動機２Ａ、２Ｂを停止させ油圧ブレーキ６０を解放状態に制御する。一方向クラッチ５０は、後輪Ｗｒ側の順方向のトルクが第１及び第２電動機２Ａ、２Ｂ側に入力されるので非係合状態となり、油圧ブレーキ６０を解放状態に制御することでリングギヤ２４Ａ、２４Ｂは回転し始める。なお、前進高車速時には、できるだけ油圧ブレーキ６０の締結状態を維持するべく以下で説明するブレーキ−車速関連制御が行われる。   At the time of forward high vehicle speed, front wheel drive is performed by the front wheel drive device 6. At this time, the first and second electric motors 2A and 2B are stopped and the hydraulic brake 60 is controlled to the released state. The one-way clutch 50 is disengaged because the forward torque on the rear wheel Wr side is input to the first and second electric motors 2A and 2B, and controls the hydraulic brake 60 to the released state to control the ring gear 24A. , 24B begin to rotate. In addition, at the time of forward high vehicle speed, brake-vehicle speed related control described below is performed in order to maintain the engagement state of the hydraulic brake 60 as much as possible.

図９に示すように、第１及び第２電動機２Ａ、２Ｂが力行駆動を停止すると、プラネタリキャリア２３Ａ、２３Ｂには車軸１０Ａ、１０Ｂから前進走行しようとする順方向のトルクが作用するので、前述したように一方向クラッチ５０が非係合状態となる。このとき、サンギヤ２１Ａ、２１Ｂには、サンギヤ２１Ａ、２１Ｂ及び第１及び第２電動機２Ａ、２Ｂの回転損失が抵抗として入力され、リングギヤ２４Ａ、２４Ｂにはリングギヤ２４Ａ、２４Ｂの回転損失が発生する。   As shown in FIG. 9, when the first and second electric motors 2A and 2B stop the powering drive, the forward torque acts on the planetary carriers 23A and 23B to travel forward from the axles 10A and 10B. As described above, the one-way clutch 50 is disengaged. At this time, the rotation loss of the sun gears 21A, 21B and the first and second electric motors 2A, 2B is input to the sun gears 21A, 21B as resistance, and the rotation loss of the ring gears 24A, 24B occurs in the ring gears 24A, 24B.

油圧ブレーキ６０を解放状態に制御することで、リングギヤ２４Ａ、２４Ｂの自由な回転が許容され、第１及び第２電動機２Ａ、２Ｂ側と後輪Ｗｒ側とが遮断状態となって動力伝達不能な状態となる。従って、第１及び第２電動機２Ａ、２Ｂの回転が防止され、前輪駆動装置６による高車速時に第１及び第２電動機２Ａ、２Ｂが過回転となるのが防止される。   By controlling the hydraulic brake 60 to the released state, free rotation of the ring gears 24A, 24B is permitted, and the first and second electric motors 2A, 2B and the rear wheel Wr are cut off so that power cannot be transmitted. State. Therefore, the rotation of the first and second motors 2A, 2B is prevented, and the first and second motors 2A, 2B are prevented from being over-rotated at a high vehicle speed by the front wheel drive device 6.

後進時には、図１０に示すように、第１及び第２電動機２Ａ、２Ｂを逆力行駆動すると、サンギヤ２１Ａ、２１Ｂには逆方向のトルクが付加される。このとき、前述したように一方向クラッチ５０が非係合状態となる。   In reverse, as shown in FIG. 10, when the first and second electric motors 2A and 2B are driven in reverse power, reverse torque is applied to the sun gears 21A and 21B. At this time, the one-way clutch 50 is disengaged as described above.

このとき油圧ブレーキ６０を締結状態に制御する。従って、リングギヤ２４Ａ、２４Ｂがロックされて、プラネタリキャリア２３Ａ、２３Ｂは逆方向に回転し後進走行がなされる。なお、プラネタリキャリア２３Ａ、２３Ｂには車軸１０Ａ、１０Ｂからの走行抵抗が順方向に作用している。このように、第１及び第２電動機２Ａ、２Ｂ側の逆方向のトルクが後輪Ｗｒ側に入力されるときには一方向クラッチ５０は非係合状態となり、一方向クラッチ５０のみで動力伝達不能であるが、一方向クラッチ５０と並列に設けられた油圧ブレーキ６０を締結させ、第１及び第２電動機２Ａ、２Ｂ側と後輪Ｗｒ側とを接続状態としておくことで動力伝達可能に保つことができ、第１及び第２電動機２Ａ、２Ｂのトルクによって車両３を後進させることができる。   At this time, the hydraulic brake 60 is controlled to the engaged state. Therefore, the ring gears 24A and 24B are locked, and the planetary carriers 23A and 23B rotate in the opposite directions to perform reverse traveling. The traveling resistance from the axles 10A and 10B acts on the planetary carriers 23A and 23B in the forward direction. As described above, when the torques in the first and second electric motors 2A, 2B in the opposite directions are input to the rear wheel Wr, the one-way clutch 50 is disengaged, and the power cannot be transmitted only by the one-way clutch 50. However, the hydraulic brake 60 provided in parallel with the one-way clutch 50 is engaged, and the first and second electric motors 2A and 2B and the rear wheel Wr are connected to keep the power transmission possible. The vehicle 3 can be moved backward by the torque of the first and second electric motors 2A and 2B.

このように後輪駆動装置１は、車両の走行状態、言い換えると、第１及び第２電動機２Ａ、２Ｂの回転方向が順方向か逆方向か、及び第１及び第２電動機２Ａ、２Ｂ側と後輪Ｗｒ側のいずれから動力が入力されるかに応じて、油圧ブレーキ６０の締結・解放が制御され、さらに油圧ブレーキ６０の締結時であっても締結力が調整される。   As described above, the rear wheel drive device 1 controls the traveling state of the vehicle, in other words, whether the rotation direction of the first and second electric motors 2A and 2B is forward or reverse, and the first and second electric motors 2A and 2B. Engagement / release of the hydraulic brake 60 is controlled according to which power is input from the rear wheel Wr side, and the engagement force is adjusted even when the hydraulic brake 60 is engaged.

図１１は、車両が停車中の状態からＥＶ発進→ＥＶ加速→ＥＮＧ加速→減速回生→中速ＥＮＧクルーズ→ＥＮＧ＋ＥＶ加速→高速ＥＮＧクルーズ→減速回生→停車→後進→停車に至る際の一方向クラッチ５０（ＯＷＣ）、油圧ブレーキ６０（ＢＲＫ）のタイミングチャートである。   FIG. 11 shows a one-way clutch when the vehicle is in a state of stopping, starting from EV → EV acceleration → ENG acceleration → deceleration regeneration → medium speed ENG cruise → ENG + EV acceleration → high speed ENG cruise → deceleration regeneration → stop → reverse → stop It is a timing chart of 50 (OWC) and the hydraulic brake 60 (BRK).

先ず、キーポジションをＯＮにしてシフトがＰレンジからＤレンジに変更され、アクセルペダルが踏まれるまでは、一方向クラッチ５０は非係合（ＯＦＦ）、油圧ブレーキ６０は解放（ＯＦＦ）状態を維持する。そこから、アクセルペダルが踏まれると後輪駆動（ＲＷＤ）で後輪駆動装置１によるＥＶ発進、ＥＶ加速がなされる。このとき、一方向クラッチ５０が係合（ＯＮ）し、油圧ブレーキ６０は弱締結状態となる。そして、車速が低車速域から中車速域に至って後輪駆動から前輪駆動になると内燃機関４によるＥＮＧ走行（ＦＷＤ）がなされる。このとき、一方向クラッチ５０が非係合（ＯＦＦ）となり、油圧ブレーキ６０はそのままの状態（弱締結状態）を維持する。そして、ブレーキが踏まれるなど減速回生時には、一方向クラッチ５０が非係合（ＯＦＦ）のまま、油圧ブレーキ６０が締結状態（ＯＮ）となる。内燃機関４による中速クルーズ中は、上述のＥＮＧ走行と同様の状態となる。続いて、さらにアクセルペダルが踏まれて前輪駆動から四輪駆動（ＡＷＤ）になると、再び一方向クラッチ５０が係合（ＯＮ）する。そして、車速が中車速域から高車速域に至ると、再び内燃機関４によるＥＮＧ走行（ＦＷＤ）がなされる。このとき、一方向クラッチ５０が非係合（ＯＦＦ）となり、油圧ブレーキ６０が解放状態（ＯＦＦ）となり、第１及び第２電動機２Ａ、２Ｂを停止させる。そして、減速回生時には、上述した減速回生時と同様の状態となる。そして、車両が停止すると、一方向クラッチ５０は非係合（ＯＦＦ）、油圧ブレーキ６０は解放（ＯＦＦ）状態となる。   First, the one-way clutch 50 is disengaged (OFF) and the hydraulic brake 60 is released (OFF) until the key position is turned ON and the shift is changed from the P range to the D range and the accelerator pedal is depressed. I do. From there, when the accelerator pedal is depressed, EV start and EV acceleration are performed by the rear wheel drive device 1 by rear wheel drive (RWD). At this time, the one-way clutch 50 is engaged (ON), and the hydraulic brake 60 is in a weakly engaged state. Then, when the vehicle speed changes from the low vehicle speed region to the middle vehicle speed region and the rear wheel drive is changed to the front wheel drive, ENG traveling (FWD) by the internal combustion engine 4 is performed. At this time, the one-way clutch 50 is disengaged (OFF), and the hydraulic brake 60 maintains its state (weakly engaged state). Then, at the time of deceleration regeneration such as when the brake is stepped on, the hydraulic brake 60 is in the engaged state (ON) while the one-way clutch 50 is not engaged (OFF). During a medium-speed cruise by the internal combustion engine 4, a state similar to the above-described ENG traveling is performed. Subsequently, when the accelerator pedal is further depressed to change from front-wheel drive to four-wheel drive (AWD), the one-way clutch 50 is engaged (ON) again. When the vehicle speed changes from the middle vehicle speed region to the high vehicle speed region, ENG traveling (FWD) by the internal combustion engine 4 is performed again. At this time, the one-way clutch 50 is disengaged (OFF), the hydraulic brake 60 is released (OFF), and the first and second electric motors 2A, 2B are stopped. Then, at the time of decelerating regeneration, the state is the same as that at the time of decelerating regeneration described above. When the vehicle stops, the one-way clutch 50 is disengaged (OFF), and the hydraulic brake 60 is released (OFF).

ここで、油圧ブレーキ６０の特性について説明する。
油圧ブレーキ６０は、いわゆる湿式多板式のブレーキであり、上記したように、複数の固定プレート３５と、複数の回転プレート３６とが軸方向に交互に配置され、これらのプレート３５，３６が環状のピストン３７によって締結及び解放操作されるようになっている。湿式多板式のブレーキは、冷却油としてのオイルにより両プレート３５、３６を冷却するもので、オイルがダンパーの役割を果たすため、乾式クラッチに比べて締結時のショックが穏やかになる。 Here, the characteristics of the hydraulic brake 60 will be described.
The hydraulic brake 60 is a so-called wet-type multi-plate brake, and as described above, a plurality of fixed plates 35 and a plurality of rotating plates 36 are alternately arranged in the axial direction, and these plates 35 and 36 are formed in an annular shape. Fastening and releasing operations are performed by the piston 37. The wet-type multi-plate type brake cools both plates 35 and 36 with oil as a cooling oil. Since the oil plays a role of a damper, a shock at the time of engagement is gentler than that of a dry type clutch.

リングギヤ２４Ｂのギヤ部２８Ｂの外周面にスプライン嵌合された回転プレート３６は、その下部がケース１１の下方のオイル貯留部Ｔ中に位置しており、リングギヤ２４Ａ、２４Ｂの回転に伴ってオイル貯留部Ｔのオイルをかきあげることで、回転プレート３６にはオイルの攪拌抵抗力が作用する。オイルによる攪拌抵抗力は、オイルの粘性により変化する。また、オイルの粘性と温度（油温）には逆相関関係があることが知られており、油温が高くなると粘性は低くなり、油温が低くなると粘性は高くなる。したがって、オイルの粘性を取得するオイルの粘性取得手段は、オイルの粘性を直接検出又は推定する粘度センサでもよく、オイルの粘性と逆相関関係にある油温を検出する温度センサでもよい。制御装置８はこれらのセンサ値からオイルの粘性を取得（検出、算出、推定）できる。   The lower portion of the rotating plate 36, which is spline-fitted to the outer peripheral surface of the gear portion 28B of the ring gear 24B, is located in the oil storing portion T below the case 11, and the oil storing portion is rotated with the rotation of the ring gears 24A, 24B. By agitating the oil in the portion T, the stirring force of the oil acts on the rotating plate 36. The stirring resistance by the oil changes depending on the viscosity of the oil. It is known that there is an inverse correlation between the viscosity of oil and the temperature (oil temperature). The viscosity decreases as the oil temperature increases, and the viscosity increases as the oil temperature decreases. Therefore, the oil viscosity obtaining means for obtaining the oil viscosity may be a viscosity sensor for directly detecting or estimating the oil viscosity, or a temperature sensor for detecting an oil temperature having an inverse correlation with the oil viscosity. The control device 8 can acquire (detect, calculate, and estimate) the viscosity of the oil from these sensor values.

低温時（例えば、０℃以下）においてはオイルの粘性が高く、車速が大きくなると油圧ブレーキ６０を解放したとしても、オイルを介してトルクが後輪Ｗｒに伝達され、車両３の挙動が乱れる虞がある。   At low temperatures (for example, 0 ° C. or lower), the viscosity of the oil is high, and when the vehicle speed increases, even if the hydraulic brake 60 is released, torque is transmitted to the rear wheels Wr via the oil, and the behavior of the vehicle 3 may be disturbed. There is.

また、車速が大きい状態で油圧ブレーキ６０を締結したままにしていると、車速とともに第１及び第２電動機２Ａ、２Ｂの回転数が大きくなって、インバータの耐圧を超える過電圧が作用する虞がある。   Further, if the hydraulic brake 60 is kept engaged in a state where the vehicle speed is high, the rotation speeds of the first and second electric motors 2A and 2B increase with the vehicle speed, and an overvoltage exceeding the withstand voltage of the inverter may act. .

そこで、制御装置８は、上記した電動機制御装置及び断接手段制御装置としての機能に加えて、車両３の速度を制御する車速制御装置としての機能も有し、前進高車速時に、オイルの粘性に応じて油圧ブレーキ６０を解放又は締結するとともに車速に制限を加える、ブレーキ−車速関連制御を行う。   Accordingly, the control device 8 has a function as a vehicle speed control device for controlling the speed of the vehicle 3 in addition to the functions as the above-described motor control device and the connection / disconnection means control device. The brake-vehicle-related control for releasing or engaging the hydraulic brake 60 and limiting the vehicle speed in accordance with the control is performed.

＜ブレーキ−車速関連制御＞
（第１実施例）
ブレーキ−車速関連制御の第１実施例では、図１２に示すように、制御装置８は、粘性が第１所定値以上で油圧ブレーキ６０を締結する又は締結を維持するとともに、車両３を第１速度未満に制御する。即ち、オイルの攪拌抵抗力が大きい状態で油圧ブレーキ６０を解放しても後輪Ｗｒに不要なトルクが伝達されて車両３の挙動が乱れることがあるが、粘性が高い場合には油圧ブレーキ６０を締結したまま車速を制限することで、車両挙動の乱れを防止できる。 <Brake-vehicle speed related control>
(First embodiment)
In the first embodiment of the brake-vehicle speed-related control, as shown in FIG. 12, the control device 8 engages or maintains the engagement of the hydraulic brake 60 when the viscosity is equal to or more than a first predetermined value, and controls the vehicle 3 to the first position. Control below speed. That is, even if the hydraulic brake 60 is released in a state where the oil stirring resistance is large, unnecessary torque may be transmitted to the rear wheel Wr and the behavior of the vehicle 3 may be disturbed. By restricting the vehicle speed while the vehicle is engaged, disturbance of the vehicle behavior can be prevented.

また、制御装置８は、粘性が第１所定値未満のときには、車両３が第１速度よりも高い第２速度以上で油圧ブレーキ６０を解放する。これにより、粘性が第１所定値未満では、車両３が第２速度に至るまで油圧ブレーキ６０を締結しておくことができる。さらに、車両３が第２速度以上で油圧ブレーキ６０を解放することで、第１及び第２電動機２Ａ、２Ｂの過回転を防止できる。   Further, when the viscosity is less than the first predetermined value, control device 8 releases hydraulic brake 60 at a second speed or higher at which vehicle 3 is higher than the first speed. Thus, when the viscosity is less than the first predetermined value, the hydraulic brake 60 can be engaged until the vehicle 3 reaches the second speed. Further, since the vehicle 3 releases the hydraulic brake 60 at or above the second speed, it is possible to prevent the first and second electric motors 2A and 2B from over-rotating.

（第２実施例）
ブレーキ−車速関連制御の第２実施例は、図１３に示すように、図１２における第１実施例の制御に加えて、インバータの温度に基づいてさらに車速を制限するものである。具体的には、制御装置８は、粘性が第１所定値未満、且つ、インバータ温度が所定温度未満のときに、第１速度よりも高く、第２速度よりも低い第３速度以上で油圧ブレーキ６０を解放する。これにより、インバータを保護しつつ、第３速度まで油圧ブレーキ６０を締結しておくことができる。 (Second embodiment)
In the second embodiment of the brake-vehicle speed control, as shown in FIG. 13, in addition to the control of the first embodiment in FIG. 12, the vehicle speed is further restricted based on the temperature of the inverter. Specifically, when the viscosity is lower than the first predetermined value and the inverter temperature is lower than the predetermined temperature, the controller 8 controls the hydraulic brake at a third speed or higher that is higher than the first speed and lower than the second speed. Release 60. Thus, the hydraulic brake 60 can be engaged up to the third speed while protecting the inverter.

なお、インバータの温度は、インバータの温度を取得する温度取得手段としての温度センサにより取得され得るが、温度取得手段は、インバータの温度を直接取得する場合に限らず、インバータの冷却水温を取得する温度センサでもよい。制御装置８は、これらのセンサ値からインバータの温度を取得（検出、算出、推定）できる。   In addition, the temperature of the inverter can be acquired by a temperature sensor as temperature acquiring means for acquiring the temperature of the inverter, but the temperature acquiring means is not limited to directly acquiring the temperature of the inverter, and acquires the cooling water temperature of the inverter. A temperature sensor may be used. The control device 8 can acquire (detect, calculate, and estimate) the temperature of the inverter from these sensor values.

（第３実施例）
ブレーキ−車速関連制御の第３実施例は、図１４に示すように、図１３における第２実施例の制御に加えて、オイルの粘度に基づいてさらに車速を制限するものである。具体的には、制御装置８は、粘性が第１所定値未満で第１所定値よりも小さい第２所定値以上、且つ、インバータ温度が所定温度未満のときに、第３速度以上で油圧ブレーキ６０を解放する。これにより、粘性が第２所定値未満の領域では、第３速度を超えて第２速度まで油圧ブレーキ６０を締結しておくことができる。 (Third embodiment)
As shown in FIG. 14, the third embodiment of the brake-vehicle speed related control further restricts the vehicle speed based on the viscosity of the oil in addition to the control of the second embodiment in FIG. Specifically, when the viscosity is less than the first predetermined value and smaller than the first predetermined value and is equal to or higher than the second predetermined value and the inverter temperature is lower than the predetermined temperature, the control device 8 controls the hydraulic brake at a third speed or higher. Release 60. Thus, in the region where the viscosity is less than the second predetermined value, the hydraulic brake 60 can be engaged beyond the third speed up to the second speed.

（第４実施例）
ブレーキ−車速関連制御の第４実施例は、図１５に示すように、図１４における第３実施例の制御において、所定温度及び第２所定値は変動値であって、所定温度が高くなるに従って第２所定値も高くなるように設定されている。これにより、第３速度を超えて第２速度まで油圧ブレーキ６０を締結することができる領域を広げることができる。また、所定温度及び第２所定値とは異なり、第１所定値を固定値とすることで車両挙動への影響を確実に抑制できる。 (Fourth embodiment)
In the fourth embodiment of the brake-vehicle speed-related control, as shown in FIG. 15, in the control of the third embodiment in FIG. 14, the predetermined temperature and the second predetermined value are fluctuation values, and as the predetermined temperature increases, The second predetermined value is also set to be higher. Thus, the region where the hydraulic brake 60 can be engaged beyond the third speed up to the second speed can be expanded. Further, unlike the predetermined temperature and the second predetermined value, by setting the first predetermined value to a fixed value, the influence on the vehicle behavior can be reliably suppressed.

続いて、ブレーキ−車速関連制御の制御フローについて図１６を参照しながら説明する。なお、図１６の制御フローは、図１４及び図１５で示した第３実施例及び第４実施例における制御フローを記載している。   Subsequently, a control flow of the brake-vehicle speed-related control will be described with reference to FIG. The control flow in FIG. 16 describes the control flow in the third and fourth embodiments shown in FIGS. 14 and 15.

先ず、ステップＳ１において、粘性が第１所定値以上か否かを判断する。その結果、粘性が第１所定値以上の場合、ステップＳ２において油圧ブレーキ６０が締結しているか否かを判断し、油圧ブレーキ６０が締結していれば油圧ブレーキ６０を締結したまま車速を第１車速以下に制限し（ステップＳ４）、油圧ブレーキ６０が締結していなければ油圧ブレーキ６０を締結し（ステップＳ３）、車速を第１車速以下に制限する（ステップＳ４）。   First, in step S1, it is determined whether the viscosity is equal to or greater than a first predetermined value. As a result, if the viscosity is equal to or greater than the first predetermined value, it is determined in step S2 whether the hydraulic brake 60 is engaged. If the hydraulic brake 60 is engaged, the vehicle speed is reduced to the first speed while the hydraulic brake 60 is engaged. The vehicle speed is limited to the vehicle speed (step S4). If the hydraulic brake 60 is not engaged, the hydraulic brake 60 is engaged (step S3), and the vehicle speed is limited to the first vehicle speed or less (step S4).

ステップＳ１において、粘性が第１所定値以上でない、即ち粘性が第１所定値未満の場合、ステップＳ５において、インバータ温度が所定温度以上か否かを判断する。インバータ温度が所定温度以上でない、即ちインバータ温度が所定温度未満であれば、続いて、ステップＳ６において、粘性が第２所定値未満であるか否かを判断する。   If the viscosity is not equal to or higher than the first predetermined value in step S1, that is, if the viscosity is lower than the first predetermined value, it is determined in step S5 whether or not the inverter temperature is equal to or higher than the predetermined temperature. If the inverter temperature is not equal to or higher than the predetermined temperature, that is, if the inverter temperature is lower than the predetermined temperature, subsequently, in step S6, it is determined whether the viscosity is lower than a second predetermined value.

ステップＳ５においてインバータ温度が所定温度以上である場合、及びステップＳ６において粘性が第２所定値未満である場合、ステップＳ８において車速が第２速度以上であるか否かを判断する。その結果、車速が第２速度以上の場合、ステップＳ９において油圧ブレーキ６０が締結しているか否かを判断し、油圧ブレーキ６０が締結していれば油圧ブレーキ６０を解放し（ステップＳ１０）、油圧ブレーキ６０が締結していなければ油圧ブレーキ６０の解放を維持する。   If the inverter temperature is equal to or higher than the predetermined temperature in step S5, and if the viscosity is lower than the second predetermined value in step S6, it is determined in step S8 whether the vehicle speed is equal to or higher than the second speed. As a result, if the vehicle speed is equal to or higher than the second speed, it is determined in step S9 whether or not the hydraulic brake 60 is engaged. If the hydraulic brake 60 is engaged, the hydraulic brake 60 is released (step S10), and the hydraulic pressure is released. If the brake 60 is not engaged, the release of the hydraulic brake 60 is maintained.

ステップＳ８において、車速が第２速度以上でない場合、即ち車速が第２速度未満の場合、特別な制限を課さずに処理を終了する。   In step S8, if the vehicle speed is not higher than the second speed, that is, if the vehicle speed is lower than the second speed, the process ends without imposing any special restriction.

ステップＳ６において、粘性が第２所定値未満でない場合、即ち粘性が第２所定値以上の場合、ステップＳ７において車速が第３速度未満であるか否かを判断する。その結果、車速が第３速度未満であれば特別な制限を課さずに処理を終了する。一方、車速が第３速度未満でない、即ち車速が第３速度以上であれば、ステップＳ１１において油圧ブレーキ６０が締結しているか否かを判断し、油圧ブレーキ６０が締結していれば油圧ブレーキ６０を解放し（ステップＳ１２）、油圧ブレーキ６０が締結していなければ油圧ブレーキ６０の解放を維持する。   If the viscosity is not less than the second predetermined value in step S6, that is, if the viscosity is not less than the second predetermined value, it is determined in step S7 whether the vehicle speed is less than the third speed. As a result, if the vehicle speed is lower than the third speed, the process ends without imposing any special restriction. On the other hand, if the vehicle speed is not lower than the third speed, that is, if the vehicle speed is equal to or higher than the third speed, it is determined in step S11 whether or not the hydraulic brake 60 is engaged. Is released (step S12), and if the hydraulic brake 60 is not engaged, the release of the hydraulic brake 60 is maintained.

尚、本発明は、上述した実施形態に限定されるものではなく、適宜、変形、改良、等が可能である。
例えば、断接手段として湿式多板式の油圧ブレーキを例示したが、湿式多板式のクラッチであってもよい。
また、駆動源と車輪とが断接手段を介して接続されている限り、変速機は必ずしも必要ではなく、駆動源と車輪とが変速機を介して接続されている場合、変速機は適宜選択可能である。 Note that the present invention is not limited to the above-described embodiment, and can be appropriately modified and improved.
For example, a wet multi-disc type hydraulic brake has been exemplified as the connecting / disconnecting means, but a wet multi-disc type clutch may be used.
Further, the transmission is not necessarily required as long as the drive source and the wheels are connected via the disconnecting / connecting means. When the drive source and the wheels are connected via the transmission, the transmission is appropriately selected. It is possible.

１ 後輪駆動装置（駆動装置）
２Ａ 第１電動機（駆動源）
２Ｂ 第２電動機（駆動源）
３ 車両
８ 制御装置（断接手段制御装置、車速制御装置）
６０ 油圧ブレーキ（断接手段）
Ｗｒ 後輪（車輪） 1 rear wheel drive (drive)
2A First motor (drive source)
2B 2nd motor (drive source)
3 Vehicle 8 control device (connection / disconnection means control device, vehicle speed control device)
60 Hydraulic brake (disconnection means)
Wr rear wheel (wheel)

Claims (5)

車両の駆動力を発生する駆動源と、
前記駆動源と前記車両の車輪との動力伝達経路上に設けられ、解放又は締結することにより駆動源側と車輪側とを遮断状態又は接続状態にする湿式多板式の断接手段と、
前記断接手段の遮断状態と接続状態との切り替えを制御する断接手段制御装置と、
前記車両の速度を制御する車速制御装置と、を備える駆動装置であって、
前記駆動装置は、前記湿式多板式の断接手段の多板部の冷却に供される液状流体の粘性相関量を取得する粘性取得手段をさらに備え、
前記粘性相関量が第１所定値以上のとき、前記断接手段制御装置は前記断接手段を締結する又は締結を維持するとともに、前記車速制御装置は前記車両を第１速度未満に制御する、駆動装置。 A driving source for generating driving force for the vehicle;
Provided on a power transmission path between the drive source and the wheels of the vehicle, a wet multi-disc connection / disconnection unit that disconnects or fastens the drive source side and the wheel side to disconnect or connect,
A disconnection means control device that controls switching between the disconnection state and the connection state of the disconnection means,
A vehicle speed control device that controls the speed of the vehicle,
The driving device further includes a viscosity obtaining unit that obtains a viscosity correlation amount of a liquid fluid used for cooling the multi-plate unit of the wet-type multi-plate connection / disconnection unit,
When the viscosity correlation amount is equal to or greater than a first predetermined value, the connection / disconnection unit control device fastens or maintains the connection / disconnection unit, and the vehicle speed control device controls the vehicle to be less than a first speed. Drive. 請求項１に記載の駆動装置であって、
前記粘性相関量が第１所定値未満のとき、前記断接手段制御装置は前記車両が前記第１速度よりも高い第２速度以上で前記断接手段を解放する、駆動装置。 The drive device according to claim 1,
The driving device, wherein when the viscous correlation amount is less than a first predetermined value, the connecting / disconnecting device control device releases the connecting / disconnecting device at a second speed higher than the first speed. 請求項２に記載の駆動装置であって、
前記駆動源は、電動機であり、
前記駆動装置は、前記電動機の電力を制御する電力制御手段と、該電力制御手段の温度を取得する温度取得手段と、を備え、
前記粘性相関量が前記第１所定値未満、且つ前記温度が所定温度未満のとき、前記車速制御装置は前記第１速度よりも高く、且つ前記第２速度よりも低い第３速度以上で前記断接手段を解放する、駆動装置。 The drive device according to claim 2, wherein
The drive source is an electric motor,
The driving device includes: a power control unit that controls power of the electric motor; and a temperature acquisition unit that acquires a temperature of the power control unit.
When the viscosity correlation amount is less than the first predetermined value and the temperature is less than the predetermined temperature, the vehicle speed control device performs the cutoff at a third speed or higher that is higher than the first speed and lower than the second speed. A driving device that releases contact means. 請求項３に記載の駆動装置であって、
前記粘性相関量が前記第１所定値未満で該第１所定値よりも小さい第２所定値以上、且つ、前記温度が所定温度未満のとき、前記車速制御装置は前記第３速度以上で前記断接手段を解放する、駆動装置。 The drive device according to claim 3, wherein
When the viscosity correlation amount is less than the first predetermined value and is equal to or greater than a second predetermined value smaller than the first predetermined value, and when the temperature is less than the predetermined temperature, the vehicle speed control device determines that the disconnection has occurred at or above the third speed. A driving device that releases contact means. 請求項４に記載の駆動装置であって、
前記第１所定値は固定値であり、
前記所定温度及び前記第２所定値は変動値であって、前記所定温度が高くなるに従って前記第２所定値も高くなるように設定されている、駆動装置。 The drive device according to claim 4, wherein
The first predetermined value is a fixed value,
The driving device, wherein the predetermined temperature and the second predetermined value are fluctuation values, and the second predetermined value is set to increase as the predetermined temperature increases.
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